Hydrocarbon-engine.



A. J. WATTS.

HYDROCARBON ENGINE.

APPLIOATION TILED MAY 26, 1910.

Patented Mar. 17, 1914.

I ill N mm\ M W PW Qo Q n \AW 1 K \N Mow w m ANN m\ m w M W b\ .H \Q M hN Q 0v 5 f N Jfiw 3 6 COLUIIIA FuNouBArn touvlummm. D. C.

NT EEG.

ANTHONY J. NVATTS, 01 ST. LOUIS, MISSOURI.

HYDROCARBON-ENGINE.

Specification of Letters Patent.

Patented Mar. 17, 1914.

Application filed May 26, 1910. Serial No. 563,482.

To all whom it may concern:

Be it known that I, ANTHONY J. WA'rrs, a citizen of the United States, and resident of St. Louis, Missouri, have invented certain new and useful Improvements in llydrocarbon-Engines, of which the following is a specification containing a full, clear, and exact description, reference being had to the accompanying drawings, forming a part hereof.

My invention relates to hydro-carbon engines of the two-cycle, double-opposed, high-compression type, and consists in the novel construction and arrangement of parts hereinafter described and pointed out in the claim.

My object is to provide an engine of said class which shall be lighter and cheaper in construction; more perfectly balanced, both mechanically and explosively; and which will be generally more eflicient in operation than engines of said type heretofore constructed.

In the drawings, Figure 1 is a sectional side-elevation of an engine constructed in accordance with my invention. Fig. 2 is a section on the line 22 of Fig. 1. Fig. 3 is a cross-section of the crank-case.

The closed, suction and compression crank-case is indicated by the numeral 1, the same being provided with the usual connection 2 for attachment of the carburetor or other means for induction of the necessary gas. The double-crank shaft 3 is mounted in bearings 4; carried by said crank-case.

5, 5 indicate the ClOUlOlG-OPPOSCd cylinders, which are bolted to the crank case, so that the pistons 6, 6, may slide back and forth within said cylinders. Said pistons 6, 6, are connected to the cranks by the usual connecting'rods 7 7 and piston-rods 8, 8.

To make a tight joint between the journals of the crank-shaft and the bearings 4:, the latter are provided with an internal groove 9 arranged opposite a groove 10 in said journals, and a split packing-ring 11 is mounted in said grooves, in such a manner that a portion of said ring is seated loosely in said groove in said journals as well as in said groove in said bearings; thus forming an oil and air-tight bearing for the main bearings of the crank-shaft and preventing oil from leaking out of the crank-case, and also preventing in a great measure the leakage of air into the crank-case and the leakage of compressed-gas from said crank-case.

The cylinders I), a, may be arranged either for air-cooling or they may be arranged as here shown, for water-cooling, in wliieh latter case the water-jackets 12 are extended a distance toward the inner-ends of said cvlinders for the purpose of covering and cooling the charge-ports 13, which extend longitudinally oi the cylinder and those of each cylinder are separated from each other by longitudinal ribs 14. Said ribs 14L act to support the piston-rings it") in their passage over said charge-ports.

Formed in the walls oi. the cylinders "i. 5. at a point almost opposite that of the charge-ports 1 3, are the exhaust-ports 1.6 with which the exhaust-pipe connections 17 are connected on the exterior of said cylinders. Formed in the walls oi the pistons 6, (3, so as to slide over and connect or register with said charge-ports i1 3 ol said cylin ders, is a piston-port 18. through which the charge passes from the interior oi said pistons to the said charge-ports 13, and thence into the cylinders, behind said pistons, just prior to the coinniencemcnt of the compression-strokc.

The outer ends oi the pistons (i, (3, are providcd with deflectors 19, which have a curved-surface for receiving the impact oi? the entering charge, and thereby throwing said charge toward the outer end of the eviinder and sin'uiltaneously toward the opposite wall of the cylinder in which the exhaust-ports 16 are located. The said curvedsurface of the deflectors 19 is indicated by the numeral 20; by its use i have succeeded in distributing the charge more evenly within the outer end oi the cylinders than would be the case it said deflectors were devoid of said curved-surfaces; and yet the incoming charge will be prevented from being discharged toward the exhaustports 1(3 and thereby wasted.

Formed in the cylinder-heads 21 at a point as far as possible above the center thcreot, are the spark-plug sockets 22, which are inclined upwardly and outwardly, for greater convenience in placing and detaching said plugs, and also for the purpose of placing the spark at the point in the compressionend oi the cylinder where the charge has been found to be the richest and purest. Common sparkplugs 23 are screwed into said sockets 22.

The operation is as follows: In Fig. 1 the pistons and other parts are shown in the relative positions which they assume when said pistons have reached the limit of their inward stroke. The pistons, in said position have compressed a charge of gas within the crank-case 1, said charge having been previously drawn therein through said gasconnection 2, which, of course, should be provided with the usual checlcvalve or other common device (not shown) for preventing the charge from receding through said connection. Said pistons are shown to have first uncovered the exhaust-ports 16 during the inward stroke, and afterward to have uncovered the charge-ports 13. With said pistons in the position showntand just mentioned), the burnt gases will pass out of the cylinders by way of said exhaust ports, into the exhaust-pipe connections 17, and most of the burnt gases will have thus passed out before the pistons uncover the charge-ports 13, which they do fully uncover when they (said pistons) reach the limit of their inward stroke; at which point the previously-compressed charge within said crank-case will rush into the cylinders behind the said pistons, by way of said charge-ports 13, it (the compressed-charge) having entered said charge-ports through the registering piston-ports 18 from the interior of said pistons on the side of the piston-heads which'is opposite that upon which the firing takes place. The cylinders are now filled with the charge, and as the pistons start on the return (or high-compression stroke) the charge-ports 13 will first be closed in order that the gas may not return to the crank-chamber, and then, as the highcompression stroke continues, the exhaustports 16 will be closed by the pistons, so that no further eduction of gas can take place, and the compression-pressure within the cylinders rises to the maximum at the limit of the outward stroke of said pistons, at about which period the charge is fired by the usual sparks at the spark-plugs 23, simultaneously in each cylinder, and the pistons are again driven to their original positions, as shown in Fig. 1, when the exhaust-ports 16 will thereupon be uncovered, releasing the burnt gases, and then the inlet or charge-ports 13 will be again uncovered, permitting the induction of another charge to said cylinders, and so on.

I have found, in practice, that the doubleopposed pistons almost perfectly balance each other mechanically, and that by simultaneously firing both cylinders the engine will be more perfectly balanced explosively.

The engine, as thus constructed, when made of light materials and by skilled workmen, will be very light and efficient, and especially adapted for use in automobile and air-ship work.

lVhat I claim is The improved internal combustion engine, comprising a gas-tight crank-case, a pair of cylinders connected with the crank-case and in communication therewith, a shaft having a pair of diametrically opposite cranks rotatably mounted in the crank-case, piston located in each cylinder and connected with the cranks, there being longitudinally disposed charge and exhaust ports in each of said cylinders arranged in transverse rows and having like arrangement relative to the crank-case in each cylinder, there being ports in each piston arranged to co-act with the charge ports of the cylinder, deflectors on said pistons arranged to cover the charge ports of the cylinders, means for supplying a gaseous mixture to the crank-case and an ignition device located in each cylinder end opposite the charge ports and diametrically opposite the charge ports, substantially as shown and for the purposes stated.

In testimony whereof, I have signed my name to this specification, in presence of two subscribing witnesses.

ANTHONY J. WATTS.

WVitnesses E. E. LONGAN, E. L. VVALLAoE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

